Car-brake gear.



C. H. HOWARD & H. M. PFLAGER.

' GAR BRAKE GEAR.

APPLICATION IXLED NOV.3,1910.

Patented May 9, 1911.

UNITED s tra'rns PATENT orrrcn.

CLARENCE H. HOWARD AND HARRY M; PFLAQER, OF $1. LOUIS, MISSOURI, ASSIG-NORS T0 DOUBLE BODY BOLS'IDER COMPANY, OF fiTpLOUIS, MISSOURI, A CORPORATION OF- NEW JERSEY.

CAR-BRAKE GEAR.

Specification of Letters Patent.

Application filed November 3, 1910. Serial No. 590,485.

To all whom it may concern:

Be it known that we, Cnaanuen H. llowann and HARRY M. Irrncnn, citizens of the United States, residing at St. Louis, in the State of Missouri, have invented a new and useful Improvement in Car-Brake Gear, of which the following is a specification.

Our invention relates particularly to the operating parts of the brakegea r carried by a six-wheeled car truck and has for its ob ject to simplify the arrangement and reduce the number of the said parts, whereby the transverse end members of the truck frame are eliminated and the truck thereby light ened and rendered more compact.

The invention consists in features of novelty as hereinafter described and claimed, reference being had to the accompunying, drawing forming part of this specification, whereon,

Figure 1, is a central vertical longitudinal section through so much of a six-wheeled car truck as is necessary for illustrating our invention, with the operutii'ig parts of the brake-gear carried thereby'in side elcration, and Fig. 2, a top plan View to enlarged scale of some of the said parts detached and their attachment to a transom of the truck frame.

Like letters and numerals of reference denote like parts in both figures.

a represents the frame, and b, I), I)", the inner, outer, and middle wheels respectively, of a six-wheeled car truck. To one of the transverse members or trausoms 1 of the frame adjacent to the middle wheels 0 is preferably lixcd a bracket (1 which projects outward therefrom, or toward the axle 2 of the wheels I), and to the bracket. 0 (one on each side thereof) are pivoted or fulcrumcd by a pin 3, the upper ends of preferably, two parallel and depending links 4: which are of equal length and connected to each other at their lower cndsby a. pin 3 on which, between the links t, are pivotally mounted in their middle or thcreabout, and side by side, the main pull-lover d and tho equalizing lever c the latter being made preferably in duplicate parts, one on each side of the main pull-lcver (l. The levers cl and c are at a suitable inclination to each other with the upper and lower ends of the equalizing lever c inclined outwardly and inwardly respectively, relatively to the axle 2 of the wheels 5, from the main pulllever (Z.

To the upper end of the main pull-lever d is coupled one end of the main pull-rod 5 which connects at its other end in the usual manner with the air bmke-cylindcr mechanism (not shown) while to the lower end, or therealmut, of the main pull-lever d is coupled the inner end of the rod 6 which connects at its other end with the brakebeam 7 carrying the brake-shoes 7 for engagement with the outer wheels 5 on the inside of their treads as shown. To the upper (outward) end of the equalizing lever c is coupled one end of a bar which in the present case is adapted to pass under the axle 2 of the middle wheels 6" and. coupled at its other end to an extension rod 8 (forming practically part of the bar 8) which connects at its other end with the lu'ako-hcam 9 carrying the brake-shoes 9' for engaging the middle wheels 6" on the outer side of their treads; while to the lower (inward) end of the equalizing lcver c is coupled one end of the rod 10 which conm-cts at its other end with the brake-beam 11 carrying the bralm-shoes 11 for engaging the inner wheels I on the inside of their treads, the bralm-shoes 7, t, and 11, being supported by the suspension links 152, 13, and it, in the usual manner f1 om the frame rt as shown.

In operation, assuming the brake-shoes 7, 9, [1, to be in their normal position, or out of contact with the respective wheels of the truck, in applying the brakes from the air ln'alue-cylinder in the usual manner and thereby pulling on the main pull-rod 5, the main pull-lever (I will be moved about its fulcrum 3 rod 0 and brake-beam 7 and thereby applies the ln-akeshoes 7 to the outer wheels 7/ on the inside of their treads. Simultaneously, the rqi'ializing lever 0 will be moved about the fulcrum 3 and combined with its swingiug niovcnuuit about the fulcrum of the suspension links l will cause the upper end of the equalizing lover c to pull on the bar 8 with its exlcnsiou H, and the brake-beam t), and thereby apply the brake-shoes 9 to the middle wheels I), and furthermore,

cause the lower end of the lever c to push the rod 10 and brake-beam 11, and thereby apply the brake shoes 11 to the inner wheels I).

(or rod) 8 t so that its lower end pushes the By the above construction, the main pulllever d and the equalizing lever e, in lieu of being separately located at different parts of the truck as in the ordinary arrangement of the brake-gear, are aggregated and pivoted ona common fulcrum, thereby eliminating their connecting rod and suspension links; and by locating the brakesl1oes 7 and 11 on the inside, in lieu of the outside, of the outer and inner wheels 6, and 7), the usual end members of the truck frame are dispensed with and the truck thereby reduced in length and Weight.

What we claim asour invention and desire to secure by Letters Patent is 1. In car brake-gear of the character described, a main pull-lever, and an equalizing lever having a swinging common fulcrum.

2. In car brake-gear of the character described, a mam pulllever, and an equalizing lever having a common fulcrum, the said levers being suspended from the car truck so as to swing vertically relative thereto.

3. In car brake-gear of the character de scribed, a main pull-lever, and an equalizing lever having a common fulcrum, the said levers being suspended from, and movable radially about a fixed point on the car truck.

4. In car brake-gear of the character described, a main pull-lever, and an equalizing lever having a swinging common fulcrum, and means in connection with the said levers for applying the brake-shoes of the said gear to the Wheels of the truck.

5. In car brake-gear of the character described, a main pull lever, and an equalizing lever having a swinging common fulcrum, a

main pull-rod, and means for applying the brake-shoes of the said gear to the Wheels of the truck.

6. In car brake-gear of the character de scribed, a main pull-lever, an equalizing lever adapted to be moved by the main pulllever which equalizing lever and pull lever have a swinging common fulcrum and means in connection with the said levers for applyscribed a pivot pin swung from the truck frame, and a main pull lever and an equalizing lever mounted on said swinging pivot pin. 9. In a car brake-gear,.a link suspended from the truck frame and arranged to swing relative thereto, and a main pull lever and an equalizing lever pivotally mounted upon said. link and having a common fulcrum thereon.

CLARENCE H. HOWARD. HARRY'M. PFLAGER.

WVitnesses:

HAL G. BELLVILLE, EDWARD W. F URRELL. 

